Sailing vessel with square-rigged masts



A ril 16, 1963 W1P ROLSS 3,085,539

SAILING VESSEL WITH SQUARERIGGED MASTS Filed July 29, 1960 '7Sheets-Sheet '1 Fig.1

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SAILING VESSEL WITH SQUARE-RIGGED MASTS Filed July 29, 1960 '7Sheets-Sheet 2 8 Fig. 2a zb\l Fig. 2c

Wilhem Pr'o'lss A-Horneys April 16, 1963 w. PROLSS 3,085,539

SAILING VESSEL WITH SQUARE-RIGGED MASTS Filed July 29, 1960 7Sheets-Sheet; 3

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SAILING VESSEL WITH SQUARE-RIGGED MASTS Filed July 29, 1960 7Sheets-Sheet 4 Jnvemor: WHhelm pr'o'lss y Mil- Afi'orneys April 16, 1963w. PROLSS 3,085,539

SAILING VESSEL WITH SQUARE-RIGGED MASTS Filed July 29, 1960 7Sheets-Sheet 5 Fig. 4 1) Hg. 4 c

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SAILING VESSEL WITH SQUARE-BIGGED MASTS Filed July 29, 1960 7Sheets-Sheet 6 Fig.5

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[I 7 o 0/ o O O 0 O Jnvenfor: y \Nllhehm Pr-515s A'H'or-neys UnitedStates Patent Q 3,085,539 SAILING VESSEL WITH SQUARE-RIGGED MASTSWilhelm Prolss, Rothenbaumchaussee 1, Hamburg, Germany Filed July 29,1960, Ser. No. 46,253 19 Claims. (Cl. 114-89) Sailing vessels of thetype of construction known and customary heretofore have the followingdisadvantages: they require a large crew to handle the sails; the workof the crew is dangerous especially in cold and rough weather; andmanoeuvrability is inadequate; in addition, there are poor aerodynamicconditions (poor propulsion effect of the sail and high drag for thecomplete rigging); especially in the case of sailing close to the wind,so that as a result of all these disadvantages voyage times wereinadmissibly long. Previous attempts to improve at least the handling ofthe sails, for example in the form of an inward furling or electricwinches incorporated in the yards, were unsuccessful since no change wasmade to the basic principle of said control by means of a large numberof free-moving spars and ropes, and/or the shape of the yards and sailswere not aerodynamically correct so that the said improvements could nottake effect. Nor has it been possible to dispense with stays in the caseof previously known square-rigged lattic masts rotatable about theirvertical axis. Finally, owing to the large number of ropes and othercontrol means, there is no longer suflicient room for hatches and theoperation thereof. The remote control system for operating the sails, asknown in square-rigged sailing vessel, has also not become establishedin practice. The final result is that sailing vesselsespecially largesailing cargo vesselshave become unprofitable and accordingly havepractically died out, although wind power is still available at adequatestrength and regularity over considerable long ocean distances.

Attempts to improve the sailing ship must therefore be concerned firstlywith eliminating the complicated control of the sails customary todayand improvement of the aero-dynamic conditions. The present inventionrelates to a sailing ship with square-rigged masts, which arev rotatableabout their vertical axes and on which the yards are rigidly disposed.The invention consists in the combination of the following partly knownfeatures:

(a) That the masts are of at least three-strut strut construction.

(b) That the two mast struts serving to fasten the yards are so inclinedthat the axis of rotation of the mast passes substantially through thecentre of gravity of the parts belonging to the mast and that for thenormal heel of the ship the surface of the sail is still substantiallyvertical.

(c) That the yards fastened on the mast struts are curved in a planeextending substantially normally to the mast axis.

(d) That the sails are furlable and horizontally guided between theyards.

(e) That the movement of the masts, yards and sails is remote-controlledfrom one or more points situated at any desired location andindependently of one another.

As a result of the multi-strut masts, all the shrouds, stays and othersupporting devices can be dispsensed with,

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and this gives considerably lower drag when sailing close to the windand improves the size and accessibility of the hatches. The yards arerigidly fastened on these multistrut masts in such manner that no ropesor chains are now required to hold them in their correct position; thisrigid fastening also makes it possible to curve the yards themselves ina substantially horizontal plane in such manner that they promote and inpart render possible for the first time at all an aerodynamicallyfavourable curvature of the sail surface. The entire mast is joined tothe hull by a device after the style of a pivot mounting, and thisfacilitates and mechanically renders possible the rotary movement of themast for bracing the yards; this does away with a large number ofadditional ropes, tackle, and so on.

The invention will now be described further, by way of example only,with reference to the accompanying somewhat diagrammatic drawings inwhich:

FIG. 1 shows, partly in cross-section, a mast assembly according to theinvention;

FIGS. 2a, 2b show the positions of the mast relative to the sailingvessel when the wind is abeam and abaft respectively;

FIG. 2c is a diagrammatical representation of the manner in which themast may be forwardly inclined;

FIGS. 3, 3b and 3c are diagrammatic views showing the means foroperating the pivot mount drive;

FIG. 4a is a cross-section of a rigid, resiliently adjustable jackstay;

FIG. 4b shows, partly in cross-section, a rigid tightener;

FIG. 4c is a view corresponding to FIG. 4b of a rigid tightener;

FIG. 5 is a diagrarnmatical representation of a winch arrangement forsetting or furling the sails;

FIG. 5a is -a section along line V-V of FIG. 5;

FIGS. 6a and 6c are diagrammatic showings of switch means for operatingthe winches, and 'FIG. 6b is a similar view showing manual means foroperating said winches.

In FIGURE 1, reference 1 is a three-strut mast, reference 2 denotesnormally horizontal bracing member herein referred to as stiffeningplatforms which can, for example, be connected to the mast struts bymeans of flanges so that the mast can also be assembled from relativelysmall component partsthis may be important to lift in the event ofdamage-reference 3 denotes curved yards fitted rigidly on the maststruts and on the platforms, reference 5 is a pivot mount, which isrigidly connected to the hull by cross-members 6 and similar stiffeningparts, and reference 7 denotes sets of rollers, by means of which themast struts can move inside the pivot mounting.

The struts 1 of the mast are so disposed and inclined that the weightsof the individual parts of the rigging have their common centre ofgravity approximately on the pivot axis of the mast, so that therotation of the masts results in no change of heel of the ship throughgravity forces. The inclined position of the mast struts further has theeffect that in the case of wind abeam and with the normal heel of theship the sail surfaces are substantially vertical and hence give theirmaximum effi-ciency; in the case of wind abaft, on the other hand, thethen inclined sail surface permits a better discharge of the wind.FIGURES 2a and 2b clearly show the effects described, reference 8denoting the vertical axis of the ship or mast, reference 9 the positionof the sail surfaces and 10 the horizontal projection of the winddirection.

In addition, the pivot axis of the mast may be inclined forwardly, asshown diagrammatically in FIG- URE 2c, reference 8 denoting the verticalto the surface of the water, reference 8' the pivot axis of the mast and11 the angle between these two imaginary lines. By this arrangement, theyards are situated horizontally when they are squared (transversely tothe longitudinal axis of the ship) while in the case of close-hauling(turning in the direction of travel) they are directed aft and upward atthe angle 11'; the angle 11' increases with the degree of close-haulingand largely compensates for the inclination of the yards in the aft anddownward directions, which would otherwise be caused when sailing closeto the wind through the heel of the ship to lee. As a result of thiscompensation the longitudinal direction of the yards always correspondsas far as possible to the direction of how 10 of the air, which issubstantially horizontal; the laminar flow of the air is thus disturbedto a lesser degree, and this means an increase in efficiency and henceof the propulsion effect.

The fact that the yards are braced by turning the entire mast is known.An example of realization is illustrated in FIGS. 3b and 3c. The maststruts 1 which are connected to one another by stiffening platforms 2may be rotated within the pivot mount by means of the roller sets 7.There are used for example Well known driving means as a motor, whichdrives through a worm gas sprocket and a teeth annulus which may besecured to the mast struts. It is possible to provide in well knownmanner a brake acting on the shaft between motor and worm gear, whichmay be lifted by an electrical magnet 17 by means of lifting levers =17.It is possible additionally to equip the pivot mounts of the masts withlocking members-for example screw spindles or hydraulic cylinders-by theoperation of which the rollers are relieved and the mast struts areoperatively connected rigidly to the pivot mount 5, so that the rollersand rails are not continually subjected to the varying pressuresresulting from the movements of the ship. As an example, two hydrauliccylinders with pistons .16 and two pressure plates 1611 are shown inFIGURE 1. The operation of these pressure means may be rendereddependent on, for example, the electrical operation of the pivot mountdrive (as known per se and not shown here), so that the operativeconnection is automatically broken before the pivot movement is put intooperation and is restored after the completion of said pivot movement.This will be explained with reference to FIGURE 3: the pivot mount driveis equipped with a brake lift electromagnet 17, as is customary, forexample, with crane drives; the movement furnished by this magnet may beused to control the complete installation. If, for example, the magnet17 is put into operation, it not only lifts the pivot mount drive brake(not shown) by way of the lever 17a but also first breaks the currentsupply to the motor 20 of the hydraulic pump 21 by way of the operatingcontact 18 and the contactor 19, and by means of the angle lever 22 andthe two control elements 23 mounted on a common shaft with said anglelever 22 connects the hydraulic cylinders 16 of the pressure elements toa return and supply tank 25 before putting the pivot mount driving motorinto operation by way of the second operating contact 26 and a contactor(not shown). If the magnet 17 is conversely de-energised, then it firstputs the pivot mount driving motor out of operation by way of thecontact 26, and then connects the hydraulic cylinders 16 to the pump 21by means of the curved lever 22 and the control elements 23, and finallyputs the pump motor 20 into operation by way of the operating contact 18and the contactor 19; pressure fluid can now flow through the non-returnvalves 27 into the cylinders 16 until the maximum pressure is reachedand a pressure-operated rest contact 28 puts the pump motor out ofoperation and operates the brake; an air pressure vessel 29 with aseparating bag 30 ensures that the pressure is maintained in the systemfor a relatively long time. In the event of faults in the electricalinstallation, the brake lift lever 17a can be lifted by a hand lever(not shown) and the hydraulic system can be pressurised by a hand pump(also not shown). Otherwise, all the individual parts of theinstallation are known and commercially conventional, so that they neednot be described in detail here.

The setting and furling of sails can be effected purely mechanically bythe per se known inward furling, in which the sail is guided between twoyards after the style of a curtain; this inward furling becomes simple,reliable and aerodynarnically satisfactory, however, only if the yardsasdescribed hereinbefore-are rigidly fastened in the correct form andposition on two mast struts according to the invention. The top andbottom of the sail can now be guided in jackstays, which advantageouslyhave the form of a rigid rail; tightening of the sail is effected eitherby adjusting the jackstays or one of the same quite rigidly or,according to the invention, with the interposition of springs, or bytightening the sail itself according to the invention by means of rigidor resilient tighteners. FIGURE 4a shows in section a rigid and aresiliently adjustable jackstay, while FIGURE 4b shows a rigid tightenerand FIGURE 40 a resilient tightener; in these figures, reference 31denotes the yard, 32 the jackstay, 33 adjustment screws for thejackstay, 34 adjustment springs for the jackstay, 35 guide shoes in thejackstay rail, 36 retaining eyelets for the bolt rope, 37 adjustmentscrews for the sail, 38 springs for the sail adjustment screws, 39protective sleeves for the said screws, 40 pockets for the same on thesail, 41 the sail and 42 the top and bottom bolt rope. Setting of thesail is effected in known manner by means of sheets, and furling iseffected by means of horizontally guided clew-lines and buntlines, whileaccording to the invention for the mechanisation of this process use ismade of a combined winch which can, for example, simultaneously unreeland reel four sheets, four cleW-lines and four buntlines of a sail. Inthe exemplified embodiment the buntline drum is mounted rigidly on themanually or mechanically driven winch shaft, while the sheet andclew-line are mounted to be about one turn loose, with the result thatat the beginning of a winding operation the buntlines always becomerigid or loose in the correct sense; moreover, the buntlines are reeledconcentrically, so that guidance is simplified and the sail is hauledtightly together at the end of the furling operation. FIGURES 5 and 5ashow the combined winch diagrammatically, reference 43 being the winchshaft, 44 the driving motor, 45 the hand crank, 46 the quadruplebuntline drum, 47 the continuous sheet and clew-line drum, 48 the twodrivers for the latter drum, 49 the four buntline ends and 50a and 50bthe four sheets and the four clew-lines respectively. The individualwinches themselves are disposed preferably on the stiffening platforms 2of FIGURE 1 close to the yards.

For the total etficiency of the sail drive it is important to be able toreact to changes of wind direction and strength without delay bycontrolling the effective sail area and angle of attack; for the safetyof the ship and for its manoeuverability in narrow waters it isessential that all changes should be capable of immediateperformanceand, if necessary, simultaneously at all the masts. With a sail drive ofthe construction described both requirements can be satisfied by thefact that all the movements of the masts and sails can beremote-controlled in manner known per se from one or more points, thisbeing possible both with electric and, for example, hydraulic mast andsail winch drive. All the control and indicating elements areadvantageously combined at one operating station where, for example asshown in FIG- URES 6a and 6b, the sail surfaces of each mast are denotedby a symbol in the form of a vertical panel 62 sub-divided according tothe number and form of the sails; on these symbols there are provided ina conspicuous arrangement small control switches 63 to operate the sailwinches or their contactors and also pilot lights 64 to indicate thesail end positions which can in turn be controlled in manner known perse from hoist construction, by means of limit switches at the winches orsails; the individual symbol panels =62 are adapted to pivot about theirvertical axes 65 and assume a position corresponding to the actualposition of the mast by means of Bowden cables or other knowntransmission means, while hand levers 66 are provided, which are adaptedto turn about the same 'vertical axes 65 and by means of which therequired mast position can be preselected by way of a quadrant scale 67,with the result that by means of follow-up contacts (not shown sinceknown) or corresponding hydraulic control cocks the masts can be set tothe required position by means of their turning elements. FIG. 6cillustrates an example wherein 65 represents the rotation axis (a) forsymbol 62, corresponding to the actual position of the mast by means ofBowden cables or other known transmission means, (b) for hand lever 66which serves for pre-selecting of the required mast position accordingto the quadrant scale 67. The camshaft rotates with 62. To the handlever 66 are attached follow-up contact springs. Turning of the handlever will close and open the follow-up contacts. The mast will therebybe caused to rotate until the camshaft (and simultaneously 62) hasreached its original position with respect to lever 66 in which thecontacts have their zero position. By means of this control station itis possible, for example, for the officer of the watch of the shiphimself to carry out all the sail manoeuvres so exactly and rapidlythat-assisted solely by the helmsman-he can manoeuvre in ditficult waterandas a result of the sail drive construction described hereinbeforeifnecessary can even sail astern and turn astern. In a sailing ship of theconstruction described the crew required is greatly reduced, whiledangerous Working aloft is normally no longer necessary, and the holdsand hatches can be served more satisfactorily, the speed of travel ishigher and manoeuvrability is decisely improved, and these featurestogether render economic operation possible even today.

I claim:

1. A sailing ship including at least one square rigged mast adapted toturn about its vertical axis, each mast having three struts constitutinga tripod, a plurality of rearwardly curved yards rigidly disposed uponsaid mast and secured to two of said struts, said yards beingsubstantially perpendicular to said axis, said two struts being inclinedto said axis so that said axis passes through the center of gravity ofsaid yards and rigging, at least one sail adapted to be carried by saidmast, the surface of said sail being substantially vertical duringnormal heel of said ship, means attached to said sail and adjacent yardsfor horizontally guiding and furling said sails between said adjacentyards, means on said ship and connected to said sails, mast and yardswhereby the movement of said sails may be controlled independently fromeach other.

2. A sailing ship as claimed in claim 1 which the pivot axis of eachmast is inclined from the vertical and forwardly of the ship.

3. A sailing ship as claimed in claim 2 including means attached to thehull of the ship whereby the turning of each multi-strut mast may beeffected, said means being a pivot mounting and serving as a base forthe mast and comprising a fixed ring secured to the hull of the ship, arotatable ring within said fixed ring and having setsof rollers runningin the fixed ring, said mast having its lower end secured to saidrotatable ring.

4. A sailing ship as claimed in claim 3 including drive means wherebythe mast may be rotated, means whereby the drive may be renderedinoperative after completion of a requisite extent of rotation, themeans for rendering inoperative the drive means including pressureelements at the base of said mast and adapted to be displaced insynchronism with the control of the drive means to press upon said mastand lock said mast in adjusted position.

5. A sailing ship as claimed in claim 4 including jackstays adjustablyand resiliently secured to the yards, said jackstays serving to guidethe inwardly furled sails.

6. A sailing ship as claimed in claim 4 including jackstays attached tosaid yards, said sails mounted within and between adjacent jaokstays,and means whereby the sails may be adjustably secured thereto, saidmeans being in the form of a tightener attached to a jackstay andmounted on a yard.

7. A sailing ship as claimed in claim 5 including horizontal stiffenerssecured between said struts, cable winches mounted on said stiiienersand operatively connected to said sails, whereby the sails may be set orfurled.

8. A sailing ship as claimed in claim 6 including combined cable wincheswhereby the sails may be set or furled said winches being operativelyconnected with said sails.

9. A sailing ship as claimed in claim 1 including means whereby theturning of each multi-strut mast may be effected, said means comprisinga fixed ring secured to the hull of the ship, a rotatable ring withinsaid fixed ring and having sets of rollers running in the fixed ring,

said mast anchored in said rotatable ring.

10. A sailing ship as claimed in claim 9 including drive means wherebythe mast may be rotated, means whereby the drive may be renderedinoperative after completion of a requisite extent of rotation, themeans for rendering in operative the drive means including pressureelements at the base of said mast and adapted to be displaced insynehronism with the control of the drive means to press upon said mastand lock said mast in adjusted position.

11. A sailing ship as claimed in claim 10 including jackstays adjustablyand resiliently secured to the yards, said jackstays serving to guidethe inwardly furled sails.

12. A sailing ship as claimed in claim 10 including jackstays attachedto said yards, said sails mounted within and between adjacent jackstays,and means whereby the sails may be adjustab'ly secured thereto, saidmeans being in the form of a tightener attached to a jackstay andmounted on a yard.

13. A sailing ship as claimed in claim 11 including horizontalstiffeners secured between said struts, cable winches mounted on saidstifieners and openatively connected to said sails, whereby the sailsmay be set or furled.

14. A sailing ship as claimed in claim 11 including combined cablewinches whereby the sails may be set or furled.

15. A sailing ship as claimed in claim 1 including drive means wherebythe mast may be rotated, means whereby the drive may be renderedinoperative after completion of a requisite extent of rotation, themeans for rendering inoperative the drive means including pressureelements at the base of said mast and adapted to be displaced insynchronism with the control of the drive means to press upon said mastand lock said mast in adjusted position.

16. A sailing ship as claimed in claim 15 including jack-staysadjustably and resiliently secured to the yards, said jackstays servingto guide the inwardly furled sails.

17. A sailing ship as claimed in claim 15 including jackstays attachedto said yards, said sails mounted within and between adjacent jackstays,and means whereby the sails may be tadjustably secured thereto, saidmeans being in the form of a tightener attached to a jackstay andmounted on a yard.

18. A sailing ship as claimed in claim 16 including horizontalstifteners secured between said struts, cable winches mounted on saidstififeners and operatively connected to said sails, whereby the sailsmay be set or furled. 311,605

19. A sailing ship as claimed in claim 17 including com- 647,703

bined cable winches whereby the sails may be set or furled 863,444

said winches being operatively connected with said sails. 1,376,170

References Cited in the file of this patent 5 UNITED STATES PATENTS358,143

163,940 Norcross June 1, 1875 656/100 8 Pickenpack Feb. 3, 1885 PoolApr. 17, 1900 Ragener Aug. 13, 1907 Shaun Apr. 26, 1921 FOREIGN PATENTSItaly Apr. 7, 1938 Great Britain Aug. 22, 1951

1. A SAILING SHIP INCLUDING AT LEAST ONE SQUARE RIGGED MAST ADAPTED TOTURN ABOUT ITS VERTICAL AXIS, EACH MAST HAVING THREE STRUTS CONSTITUTINGA TRIPOD, A PLURALITY OF REARWARDLY CURVED YARDS RIGIDLY DISPOSED UPONSAID MAST AND SECURED TO TWO OF SAID STRUTS, SAID YARDS BEINGSUBSTANTIALLY PERPENDICULAR TO SAID AXIS, SAID TWO STRUTS BEING INCLINEDTO SAID AXIS SO THAT SAID AXIS PASSES THROUGH THE CENTER OF GRAVITY OFSAID YARDS AND RIGGING, AT LEAST ONE SAIL ADAPTED TO BE CARRIED BY SAIDMAST, THE SURFACE OF SAID SAIL BEING SUBSTANTIALLY VERTICAL DURINGNORMAL HEEL OF SAID SHIP, MEANS ATTACHED TO SAID SAIL AND ADJACENT YARDSFOR HORIZONTALLY GUIDING AND FURLING SAID SAILS BETWEEN SAID ADJACENTYARDS, MEANS ON SAID SHIP AND CONNECTED TO SAID SAILS, MAST AND YARDSWHEREBY THE MOVEMENT OF SAID SAILS MAY BE CONTROLLED INDEPENDENTLY FROMEACH OTHER.